Valve-gear.



Patented Jan w. L. GARRELS & c. KIMBALL.

VALVE GEAR.

(Application filed Feb. 26, 1900.)

(No Model.)

INVENTORS WITNESSES THE NORRXS PETERS do PHOTO-LITNDY, WASHINGTON n. c.

v Patented Jan I, l90| W. L. GARRELS & C. KIMBALL.

VALVE GEAR.

(Application filed Feb. 26, 1900.)

5 SheetsShee-t 2.

(No Model.)

m: Nnnms PETERS co woruuwa. WASHINGTON, o. c.

Pmmu Ian. I, l90l.

w. L. GARBELS &' c. KIMBALL.

v' LvE GEAR. (Application filed Feb. 26 1900.)

5 Shoats-Shaet 3.

(Ne Model.)

INVENTORS.

mTNEssEs rm: new: were: cm. mmou'ma. wuumcrou, n. c.

No. 665,086. I v Patented Jan. I, mm.

W. GARBELS & c. KIMBALL.

VALVE GEAR.

(Applicatioh filed Feb. 26. 1900. (No Model.) v

5 Sheets8haet 4,

Wham 53178! W. L. GABRELS & C. KIMBALL.

Patented Jan. I, 190i.

VALVE GEAR. (Applicltion filed-Feb. 26. 1900.)

(No Model.)

v s Shaetg-Sheat 5.

INvENToRs WITNESSES in: mam: PETERS ca, mam'uma. wnmrmmm n. c.

TATEs UNITED PATENT OFFICE.

WILLIAM L. GARRELS, OF ST. LOUIS, AND CLINTON KIMBALL, OF KIRKWOOD, MISSOURI.

VALVE-G EAR.

aPECIFIGATION forming part of Letters Patent No; 665,086, dated January 1, 1901;

Application filed February 26, 1900. Serial No. 6,55 2. (No model.)

To all whom it may concern:

Beit known that we, WILLIAM L. GARRELS, a resident of the city of St. Louis, and CLIN- TON KIMBALL, a resident of the city of Kirk-' Wood, St. Louis county, State of Missouri, citizens of the United States, have invented certain new and useful Improvements in Valve- Gears,of which the following is a specification.

Our invention relates to valve-gears, and has for its principal object to obtain constant lead and to substantially equalize all of the events of the strokethat is, cut-off, release, compression, and preadmissionand to make the events occur in the cylinders at substantially a constant angular distance apart for all possible cut-offs and whether the engine is running forward or backward.

Another object is to avoid the use of cocentrics.

Another object is to provide suitable means for manipulating the valve-gear and throttlevalve.

Another object is to improve generally said valve-gears and manipulating devices.

Ourinvention consists of the parts and combinations of parts hereinafter described and claimed.

In the accompanying drawings, which form part of this specification, and wherein like symbols refer to like parts wherever they occur, Figure 1 is a vertical side view of our valve-gear applied to a vertical engine looking in the direction of the arrows in Fig. 2. Fig. 2 is a vertical front view,part-ly sectional, of said gear looking in the direction of the arrows in Fig. 1. Fig. 3 is a cross-sectional detail on the line 3 3 of Fig. 2, showing the means for transmitting motion from one engine to the valve of another engine. Fig. 4 is a detail showing the winged rings mounted on the alined rock-shafts, respectively, and providing means for connecting said rockshafts to their respective actuating-levers. Fig. 5 is a diagram of our valve motion, wherein the symbols refer to the position of the crank of the engine on the same side of the machine as the parts of the valve-gear shown in full lines in Fig. 1. Fig. 6 is a side a front view of said device looking in the diside of the engine (shown in Fig.1 in broken.

lines) are designated by corresponding small letters. The cross-head G, Fig. 1,,however, shown in dotted lines is on the same side as the parts of the valve-gear shown in full lines.

Our valve-gear is arranged for use in connection with two or more separate engines or with an engine having parallel cylinders. The valve for each cylinder or engine is connected to the reciprocating parts of both engines in sucha way that the motion of each valve is substantially symmetrical withrespect to the motion of the piston of its enginethat is,the curve whose coordinates represent corresponding positions of the valve and the piston approximates an ellipse. The connections of one valve are similar to those of another valve, although there are certain obvious differences in detail arising from different locations of the parts. A is connected by a pin B to a floating lever C. This lever O is connected, by means of a rod D, to a rock-lever E, and this lever E is in turn connected, by means of a rod F, to the cross-head of the same engine to which the valve-stem Abelongs. The movement of the cross-head thus communicates a definite reciprocating motion to the valve of its engine, which motion is predetermined by the arrangement of the intermediate connecting devices, so as to overcome the lap and lead of the valve and contribute the constant component of the valve motion. istic of the motion of the cross-head is that it is rapid in the middle of its stroke and slow at the end of its stroke. By the construction just described this characteristic motion is transmitted to the valve, so that the opening and the closing thereof are eifected with a quick movement.

The fulcrum of the combination-lever O is The valve-rod I The charactercarried and constituted by the end H of a rod I. This rod I carries a block K, pi votally fastened thereto, and this block fits or slides on a curved link L, whichis mounted on a rockshaft M, arranged to be actuated by the crosshead or other moving part of the other engine. The rock-shaft M is fixed to a winged ring N, which in turn is fixed to a flange or collar mounted on the hub of the rock-lever connected to the cross-head of the other engine. Hence the cross-head g (not shown) imparts a rocking motion to the link L, which supplies the variable component of the valve motion -that is, the variable component of the valve motion for one engine is derived from the cross-head of the other engine. The rocking of the link L imparts to the radius-rod I a reciprocating motion, which varies according to the position of the block K along said link. \Vhen the block K is in mid-position, the rocking of the link imparts no motion of translation to the radius-rod. The extent of said motion increases with the distance of the block K from its mid-position, and its direction varies according as the block K is shifted toward one end or the other of the link.

For the purpose of shifting the block K along the curved link and properly guiding said block in its to-and-fro movement the following construction is used: The radius-rod I is extended beyond the block K and is provided with acollar or guide 0, in which said rod glides freely, the principal function of the guides or collars O 0 being to guide the pins in the blocks K in substantially right lines, and thereby increase the symmetry of the elliptic diagrams. The collar 0 is pivotally mounted on one arm of a tumhling-shaft P, fulcru med in the framework. The other arm of the tumbling-shaft has a reach-rod Q connected thereto, and the end of the rod is connected to a block Q, adapted to slide in a straight guide provided therefor. Similar connecting devices connect the rod 11 to this guided block, and the block has a rod connected to a crank-arm R on a counter-shaft S, adapted to be manipulated by the operator or attendant. Obviously any means for shifting the collars O 0, so that theblocks K 70 are shifted along the links Ll equal distances from the middle of said links and in opposite directions, will correctly control the cut-01f and may be substituted for that just described.

It is desirable in order to secure the same motion for the two valves to arrange the rockshafts in alinement. For this purpose the construction illustrated in Figs. 2, 3, and 4 is especially adapted. The lever E has a horizontal cylindrical hub E. At the end of this hub is an outwardly-extending flange. Fastened flatwise on thisfiange is a plate N, having a circular hole concentric with the hub E. In this hole is pinned or otherwise fastened the end of a cylinder or pin 'm, constituting the rock-shaft, and to this rock-shaft is fixed the curved link Z for imparting the variable motion or throw to the valve of the opposite engine. In like manner the rock-shaft M for imparting motion to the link L, and through it to the valve-rod A, is connected to its actuating-lever c, the connections of said levers E e to the respective engines being similar, so as to secure identity for the movements of the links L Z. The arrangement of the parts is such that each rock-shaft M m lies concentricallyinside of the hubs E e, and said rockshafts are therefore in alinementwith each other and are independently movable So, too, the levers E e are pivoted concentrically with each other and with said rock-shafts M m. It is preferable to provide a bush M m for each of the rock-shafts. In like manner bushes E" e are provided for the hubs E e, which bushes are incased in the hanger .I, fixedly secured to the framework. This hanger is made of two parts, fastened together by means of bolts, as shown in Fig. 3.

The curve of the link L is a circular arc whose center (when the link is in its middle position 0 or 10, Fig. 5) is the pivot or fulcrum H of the combination-lever O. The middle point of the travel of the pivot or fulcrum H (0 or 10, Fig. 5) is thus fixed for all positions of the radius rod I so long as the link L remains in its middle position (0 or 10, Fig. 5)that is to say, in this middle position of said link the block may be shifted to any desired position along the link without changing the position of the fulcrum-pin H. The middle positions 0 and 10 of the fulcrum I-I being a fixed point, the corresponding positions 0 and 10 of the pin connecting the combination-lever O to the rod I are fixed points for all cut-oli's whetherthe engineis running forward or backward. Consequently the corresponding positions 0 and 10 of the pin B of the valve-rod are likewise fixed points. The parts are so connected that whenever the piston is at the end of its stroke the pin 13 is at one or the other of the two points 0 or 10, which points are fixed for all cut-offs. It follows that the lead of the valve is mathematically constant for all cut-offs whether the engine is running forward or backward.

As will be apparent upon inspection of the elliptic valve diagrams in Fig. 5, when the eut-oif is reduced the curve whose coordinates representcorrespondingpositions of the valve and of the piston and whose ideal is a true ellipse approaches a right line (the true limiting-ease of an ellipse) and becomes a right line when the engines are on center-that is, when the block K is in the middle of its travel. I-Ieretofore in all valve-gears in which the variable component of the valve motion is obtained from one source and the constant component from another this limit has been a curve. The elliptic curves for our valve diagram indicative of the efficiency of the gear approach nearer the ideal true ellipse than is the case with older gears, and thus evidence greater economy of the engine. The maximum error in the occurrence ofany event ICC of the stroke for any cut-off, whether the engine is running forward or backward, as shown by the elliptic diagrams'of Fig. 5, does not exceed 2.2 per cent. of v the stroke.

As shown in Fig. 5, the difference between the two sets of curves is practically m'l; but whatever this difference may be the set of elliptic curves which represent the movement of one valve when the engines are running forward represent also mathematically the movement of the other valve when the engines are running backward.

The difference in the effective piston areas due to the presence of the piston-rod may be corrected by properly reducing the steam-lap on the crank end of the valve.

Our valve-gear is especially applicable to locomotives and marine engines. It is herein described as applied to a steam-driven roadvehicle.

A convenient means for manipulating the counter-shaft S, especially adapted for motorvehicles, is illustrated in Figs. 9 and 10. In this construction the counter-shaft S is journaled in the engine-frame and has a crankarm fixed thereto, which crank-arm is connected by a rod T to another crank-arm fixed to a tubular reversing-lever shaft V, journaled in the vehicle-body. The tubular reversing-lever shaft has a crank-arm or reversing-lever V extending upwardly within convenient reach of the operator. The lever V consequently controls the cut-off of the engine and may be arranged to run the vehicle forward when it is moved forward from the center position and to run the vehicle backward when it is moved backward from the center position. In order to maintain the gear in any position to which it may be adjusted, a sector W, having a series of notches or depressions, is mounted on the countershaft S or on the framework of the engine concentrically with the counter-shaft and an arm mounted on said framework or countershaft which has a spring pressed therein whose end is curved or beveled to fit into the notches of the series. The pin, by reason of its curved or beveled end, will yield to the forces applied for manipulating the valvegear, but is strong enough to steady the valvegear in any position to which it may be adjusted. If the engine is pivotally mounted on the body so that it may swing independently of the same, mounting the spring-pressed pin and sector W on the engine-frame or counter-shaft S eliminates the motion of the engine with respect to the body in controlling the cut-off. In other words, if the engine moves in its pivotal mounting with respect to the body the cut-off is not effected thereby.

The handle X of the cut-oif-controlling lever V is pivotally mounted thereon to swing in a plane at right angles to the plane of the motion of said lever V. The handle has an arm fixed thereto which is connected by a rod to a bell-crank Y, journaled in apart of the lever V. The bell-crank is connected to anpose in the hollow shaft U.

other rod incased in the hollow shaft U by a universal joint. This rod is in turn connected by a universal joint to a crank-arm which extends through a slot provided for the pur- The shaft Z of this crank-arm has another crank-arm which connects to a link adapted to impart motion to the throttle-valve. It is desirable to use a throttle-valve which always tends to close,

so that it can be either held in position like the valve-gear or by I hrowing a spring-pressed pin W out of action it will close automatically if not held open by pressure on the handle X. With the above-described manipulating device the cut-olf and throttle are independently controlled from one handle, the controlling motions being convenient and natural.

Fig. 8 illustrates a modification for shifting the radius-rods. In this modification the rockshafts M m are not in aliuement. construction the radius-rods I t" run, respectively, in slides O 0, which are respectively connected by reach-rods Q q to a-crank-arm R, mounted on a counter-shaft S. The resulting movement approximates the movement above described.

Our invention is applicable to marine and other compound engines and is especially adapted for motor-vehicles.

What we claim is- I v 1. In avalve-gear fora plurality of engines, a rock-lever connected to a moving part of one of the engines and a second rock-lever connected to a moving part of the other engine, said rock-levers being mounted concentrically and being each operatively connected to the valves of both engines-by a permanent and an adjustable connection respectively, substantially as described.

2. In a valve-gear for a plurality of engines, a rock-lever connected to a moving part of one of the engines and a second rock-lever connected to a moving part of the other engine, and concentrically-mounted links each operatively connected to one of the engine-valves, said rock-levers being mounted concentrically and being each connected to one of said links and to the engine-valve to which the other link is connected, substantially as described.

3. In a valve-gear for a plurality of engines,

concentrically-mounted rock-levers connect-' i ed'respectively to moving parts of the engines, links mounted concentrically with and In this IIO levers being operatively connected to a rod and means for guiding said rod so that its point of connection to said lever moves in a substantially straight line, substantially as described.

5. In a valve-gear for a plurality of engines, a rock-lever connected to a moving part of one of the engines, and a second rock-lever con nected to a moving part of the other engine, and concentrically-men nted links each operatively connected to one of the engine-valves, said rock-levers being mounted concentrically and being each connected to one of said links and to the engine-valve to which the other link is connected, said links being each connected to a rod so that its point of connection to said link moves in a substantially straight line, substantially as described.

6. 111 a valve-gear for a plurality of engines, concentrically-mounted rock-levers connected respectively to moving parts of the engines, links mounted concentrically with and respectively connected to said rock-levers and to the engine-valves, said rock-levers being each connected to the engine-valve to which the link of the other lever is connected, said links being each connected to a rod so that its point of connection to said link moves in a substantially straight line, substantially as described.

7. A valve-gear for a plurality of cylinders comprising floating levers each connected to a different valve and connected through intermediate connecting devices to difierent moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, concentric rock-shafts connected by similar connecting devices to said moving parts respectively, each of said roek-shafts being operatively connected with the radius-rod of the lever which is connected to the moving part from which the other rock-shaft is actuated, substantially as described.

8. A valve-gear for a plurality of cylinders comprising two floatinglevers each connected to a different valve and connected through intermediate connecting devices to difierent moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, two concentric rock-shafts connected by similar connecting devices to said moving parts respectively and a curved link on each of said rock-shafts, each of said links being operatively connected with the radius-rod of the lever which is connected to the moving part from which the other curved link is actuated, substantially as described.

9. A valve-gear for a plurality of cylinders comprising two floating levers,each connected to a different valve and connected through intermediate connecting devices to diiferent moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, two concentric rock-shafts connected by similar connecting devices to said moving parts respectively, said rods being operatively connected to said rock-shafts and means for guiding each of said rods so that at its point of connection to said shaft it moves in a sub stantially straight line, substantially as described.

lO. A valve-gear for a pluralityof cylinders comprising two floating levers each connected to a different valve and connected through intermediate connecting devices to different moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, rock-shafts con nected by suitable connecting devices to said moving parts respectively, and a curved link on each of said rockshafts, each of said links being operatively connected to the radius-rod of the lever which is connected to the moving part from which the other curved link is actuated, and a counter-shaft having an arm,tnmbling-shafts each mounted on a fixed axis and connected to said arm and carrying a guide for one of said radius-rods, said rods and tumbling-shafts being proportioned and arranged to shift said radius-rods equalangulardistancesinopposite directions, substantially as described.

11. A valve-gear fora plurality of cylinders comprising floating levers each connected to a different valve and connected through intermediate connecting devices to diiferent moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, rock-shafts connected by suitable connecting devices to said moving parts respectively,each of said rock-shafts being operatively connected to the radius-rod of the lever which is connected to the moving part from which the other rock-shaft is actuated, .a counter-shaft having an arm, a rod connected thereto, straight guides for said rod, tumbling-shafts carrying guides for said radius-rods, and reach-rods connecting said tumbling-shafts to said first-mentioned rod, substantially as described.

12. A valve-gear fora plurality of cylinders comprising floating levers each connected to a different valve and connected through intermediate connecting devices to different moving parts of the engine, a rod for each of said levers constituting the fulcrum thereof, concentric rock-shafts connected bysuitable connecting devices to said moving parts respectively, each of said rock-shafts being operatively connected to the radius-rod of the lever which is connected to the moving part from which the other rock-shaft is actuated, a counter-shaft having an arm, a rod connected thereto, tumbling-shafts mounted on a common axis carrying guides for said radius-rods, a guide for said rod arranged radially to said axis and reach-rods connecting said tumbling-shafts to said first-mentioned rod, substantially as described.

13. A valve-gear for a plurality of cylinders comprising floating levers each connected to a different valve and connected through intermediate connecting devices to different moving parts of the engine, a rod for each of said levers constituting the fulcrum thereto a moving part of its engine, concentric of, concentric rock-shafts connected by suit- I able connecting devices to said moving parts respectively, each of said rock-shafts being operatively connected to the radius-rod of the lever which is connected to-the moving part from which the other rock-shaft is actuated, a counter-shaft having an arm, tumbling-shafts mounted ona common axis and carrying guides for said radius-rods and rods for connecting said tumbling-shafts to said arm, and means for guiding said 'rods in a straight line radially to the axis of said tumbling-shafts, substantially as described.

14.. A valve-gear fora plurality of engines wherein the valve motion is derived partly from one engine and partly from another, comprising concentric rock-shafts actuated independently of one another by the respective engines acting through similar connecting devices and each arranged to actuate the valve of another engine, substantially as described.

15. A valve-gear for a plurality of engines comprising means for connecting each valve rock-shafts actuated independently by the respective engines acting through similar connecting devices and each connected to the valve-operating means of another engine to actuate the same, substantially as described.

16. A valve-gear for a plurality of engines comprising means for connecting each valve to a moving part of its engine, levers connected to moving parts of the respective engines and having flanged hubs, winged rings fastened to said levers, and alin ed rock-shafts fastened to said winged rings and each carrying a link connected to the mechanism for actuating the valve of a different engine from that which actuates said rock-shaft, substantially as described.

17. A valve-operating mechanism comprising a valve-gear and a counter-shaft for actuating the same, and means for holding said counter-shaft in any desired position, a tumbling-shaft, arms fixed to said counter-shaft and said tumbling-shafts and rods connecting them, and means for manipulating said counter-shaft, substantially as described.

18. A valve-operating mechanism comprising a valve-gear and a counter-shaft for actuating the same, a yielding spring act-uated pin mounted on said counter-shaft, a sector to cooperate with said pin, a tumbling-shaft an arm fixed to said counter-shaft and rods connecting them and means for manipulating said counter-shaft, substantially as described.

19. A valve-operating mechanism comprising a valve-gear and a shaft operatively connected thereto and a hand-lever fixed to said shaft and having a handle pivoted to swing at right angles to the direction of motion of V the lever and operatively connected to a valve or controlling device, substantially as described. 1

20. A valve-operating mechanism comprising a valve-gear and a counter-shaft for actuating the same, a shaft, crank-arms fixed to said counter-shaft and to said shaft respectively a rod connecting them, a hand-lever fixed to said shaft and having a handle pivoted to swing at right angles to the direction of motion of the lever and operatively connected to a valve or controlling device, substantially as described.

21. A valve-operating mechanism comprising a valve-gear and a counter-shaft for actuating the same, a hollow shaft, crank-arms fixed to said counter-shaft and to said hollow shaft respectively, and a rod connecting said crank-arms, a hand-lever fixed to said shaft and having a bell-crank handle pivoted to swing at right angles to the direction of motion of the lever, a bell-crank near the end of the shaft, a rod connecting said handle to said bell-crank, a second rod inside of said shaft connected to said bell-crank and connected through suitable connecting devices to a valve or controlling device, substantially as described.

22. A valve-gear fora plurality of cylinders comprising two floating levers each connected to a difl'erent valve and connected through intermediate connecting devices to different moving parts of the engine, a rod for each of said levers, constituting the fulcrum thereof, rock-shafts connected by suitable connecting devices to said moving parts respectively, each of said rock-shafts being operatively connected to the radius-rod of the lever which is connected to the moving part from which the other rock-shaft is actuated, and a counter-shaft having a crank-arm,tumbling-shafts each mounted on a fixed axis and connected by rods to said crank-arm and carrying a guide for one of said radius-rods, said rods and tumbling-shafts being proportioned and arranged to shift said radius-rods substantially equal angular distances in opposite directions, substantially as described.

23. A valve-operating mechanism com prising a valve-gear and a counter-shaft for actuating the same andmeans for holding said counter shaft in any desired position,,and means for manipulating said shaft, the means for manipulating said shaft being movable independently of said shaft, substantially as described.

WILLIAM L. GARRELS. CLINTON KIMBALL. In presence of A. O. 1?. MEYER, WILLIAM F. CARR.

IIS 

